Engine stop mechanism.



M. & J. H. RAYMAKER.

I ENGINE STOP MECHANISM.

APPLICATION FILED DEC. 27, 1910.

1,014,669. Patented Jan. 16, 1912.

2 SHEETSSHEET 1.

M. 61: J. H. RAYMAKER.

ENGINE STOP MECHANISM.

APPLIGATION FILED DEG. 27, 1910.

Patented Jan. 16, 1912.

2 SHEETSSHLEBT 2.

MARTIN RAYKAKER AND JAMES H. BAYM AKER, 0F SHEBOYGAN', WISCONSIN.

ENGIIINE sror uncnamsm.

Specification of Letters Patent.

Patented Jan. 16, 1912.

Application filed December 27, 1910. Serial No. 599,806.

To all whom, it may concern:

Be it known that we, MARTIN RAYMAKER and {we H. RAYMAKER, both citizens of the Uiiited States, and residents of Sheboy- 5 gun, in the county of Sheboy and State of Wisconsin, have invent certain new and useful Improvements inEngine Stop Mechanism; and we do hereby declare that the following is a full, clear, and exact de scription thereof.

Our invention consists in what is herein particularly set forth with reference to the accompanying drawings and pointedout in the claims of this specification, its main object being to provide simple, economical and efiicient means for absolute electric control of a steam-engine to prevent speeding of the same beyond a predetermined limit, and incidentally to provide for immediate stop-.

ping of such engine from a distant point, an lmportant detail of the invention being a specific form of stop-valve shown and described.

Figure 1 of the drawings represents a front elevation of a stop-valve casing andmeans in connection therewith for electric control of the valve therein, the preferred form of valve and the interior of the casing being shown by dotted lines; Fig. 2, a sec-' tional view of the casing and said valve, the valve being illustrated by full and dotted lines in open and closed position respectively, and Fig. 3, a diagram illustrating an engine-driven generator, electrical resistance and a field-magnet in a constantly closed circuit, as well as means for cutting out said resistance, the closing of the aforesaid valve being dependent upon extraordi nary strength of-said magnet variously acquired as hereinafter more fully explained.

Referring by numerals t0 the drawings, 4 indicates a casing and 5 a rotary stopvalve therein, this valve being preferably of ogee form and centrally secured upon a stem 6. However we do not confine ourselves to any form of stop-valve or means for automatic closing of the same when released from its normally open position in the live-steam passage of an engine ahead of an ordinary throttle-valve for the same passage.

The valve-stem 6 is shown as having its outer end fast in a lever 7, and this lever is provided with a nose 7 The normal set of the valve-lever is against the resistance of a spring 8 connected at its ends to the said lever and a lug of the valve-casing. In

"this position of the valve-lever its nose 7 is in o osition to the. referably anti-friction rol er end 9 of a etent 10 for which a pivot 11 is provided on the front of the valve-casing. An angle-arm 10' of the detent is shown normally engaged by a hook 12 in connection with the armature 13 of a field-magnet 14 attached to the valve-casing, the shank of the hook being ided in the m net-frame and extende through a was er 15 over a spring 16 that is supported on said frame Nuts 17 run on'the hookshank above the washer 14 serve to regulate the tension-compression of the spring, and this spring resists the'attraction of the armature by the field magnet. Howeverany yielding resistance may be employed to resist attraction of the armature by said mag-- net under ordinary conditions.

The detent 10-'is shown provided with a weight 10" designed to resist pull of the armature-hook 12, but it is obvious that a spring may be employed for the same purpose.

In practice the field-magnet 14 is in a constantly closed circuit with a generator 18 of electric current and this generator is run by. the aforesaid engine, a resistance rid or coil 19 being placed in said circuit etween said magnet and generator to reduce the voltage of the line. Normally open switches may be employed at various points distant from the engine in connection with parallel wires 20 and 21 connected to the positive wire of the aforesaid circuit on opposite sides of the resistance 19, a series of ordinary knife-type switches being shown in Fig. 3, as having their blades 22 swung away from opposin contacts 23.

Ordinarily the e ectric' resistance in the field-magnet circuit is such that the strength of the magnet is insuflicient to attract the armature 13 against the yielding mechanical resistance aforesaid, but, if from any cause, the speed of the engine becomes excessive, the speed of the generator 18 will be correspondingly increased until such time as the electric-pressure on the magnet side of the resistance 19 is suflicient to energize said magnet to a degree sufiicient to overcome said mechanical resistance and thus attract said armature, the result being a tilt of the detent 10 by the hook 12 and a release of the lever 7 to permit contraction of the spring 8, whereby there is automatic position and immediate stopping ofth'eenv 'any one of-the a oresaid switches be closed gme. The velocity of the steam acting against the preferred form. of stop-valve aids the closing ,0 eration of said valve. .If

to out out the resistance 19 and permit full current strength of the generator 18 to energize the fie d magnet, the automatic closiifilg of the stop-valve will-be'automatically e ected in the manner above specified.

' From the foregoing it will be readily understood, that it is impossible for the engine to run beyond a predetermined speed, andin case of accident at-a point distant from said engine, the latter may be instantly stopped by the simple closing of a conveniently located electric switch. It is also to be observed that the control ofthe stop-valve to prevent excessive speeding of the engine is independent of ordinary governor-mechanism of said engine, the field-ma ct and the armature thereof, under contro of a yielding mechanical resistance, being virtually the governor, inasmuch as speed of the aforesaid engine is permissible up to a predetermined degree that will result in sufiicient energizatlon of said magnet to attract said armature from normal position to permit automatic closing of the stop-valve, said magnet being always in a closed circuit for an electric-current of variable voltage depending upon an engine-driven generator in the same circuit.

We claim:

1. The combination of an automaticall closing steam engine stop valve, a field magnet and an engine driven electric-generator in a constantly closed circuit with the magnet, the voltage of the line being variable in proportion to the speed of the engine; an armature opposing the magnet, a yielding mechanical resistance by which the armature is held away from said magnet when the energization of the same is of less than a predetermined degree, and an armature controlled trip mechanism by which the stop-valve is held in normally open position, said valve being head when said armature is attracted to the aforesaid magnot against said resistance.

2. he combination of an automatically closing steam-engine valve, a field-magnet, electric resistance and an en e-dnven electric-generator in a constant y closed circuit with the magnet, thevoltage" of the line being variable in'proportion {tothe speed of the engine; an armature opposing the magnet, a yielding mechanical reslstance by which the armature is held away from said magnet when the energization of thesame is of less than a predetermined degree, and an armature-controlled trip-mechanism by which the stop-valve is .held in normally open position, said valve being freed when said armature is attracted to the aforesaid. magnet against said resistance.

3. The combination of aniautomatically closing steam-engine valve, a field-magnet, electric resistance and an engine-driven electric-generator .ina constantly closed circuit" with the magnet, the voltage of the line being variable in proportion to the speed of the engine; an armature opposing the magnet, a yielding mechanical resistance by which the armature is held away from said" magnet when the energization of the same is of, less than a predetermined degree, means for cuttingout said electric resistance at a point distant from said engine, and an armature-controlled tri -mechanism by which the stop-valve is eldin normally open position, said valve being freed when said armature is attracted to the aforesaid magnet against said mechanical resistance.

In testimony that we claim the foregoing we have hereunto set our hands at Sheboygan in the county of Sheboygan and Stateof Wisconsin in the presence of two wit- 

